TECHNICAL AREA OF APPLICATION
The invention takes the form of a surface drive for watercraft that is fitted to the stern of the watercraft concerned in accordance with the preamble of the initial claim.
TECHNOLOGICAL STATUS
Drives fitted to the sterns of watercraft are relatively well-known; they include sterndrives and surface drives. The central differences between the two systems involve for instance the engine exhaust outlet that in the case of the sterndrive has to be behind the propeller whereas in the case of the surface propeller at least during the start phase, where the propeller is fully submerged, the engine exhaust is supposed to be in front of the propeller blades for the purposes of propeller ventilation, as described for instance in U.S. Pat. No. 5,046,975. Moreover, in the case of sterndrives, the propeller thrust is passed on to an underwater unit via axial bearings and fed to the watercraft in part via trim cylinders and in part via an above-water unit, as described in U.S. Pat. No. 3,589,204, whereas in the case of surface drives the propeller thrust impacts on the rear of the watercraft, directly in the case of rigid drives and practically directly in the case of pivoting drives, as described in U.S. Pat. No. 4,645,463.
Furthermore, the propeller of a surface drive needs an appropriate distance between itself and the stern of the watercraft as the efficiency of the propeller in reverse travel mode declines the nearer the propeller is located to the stern of the watercraft due to the fact that a sub-circle of the propeller's circumference directs the propeller's thrust flow directly against the stern wall, thus resulting in a flow loss. A technical solution to this problem can be found in U.S. Pat. No. 4,371,350.
The introduction of a variable-pitch propeller is problematic as the available room is not as spacious as in the case of sterndrives as described in U.S. Pat. No. 6,250,979 or requires a hollow shaft design as is used for major seagoing vessels, see under WO 8602901 for further details, which however incurs high-level costs. Moreover, the load alternation impacting the adjustment mechanism at each blade immersion and emergence for each revolution of the propeller is considerable due to the alternating blade spindle forces and necessitate an extremely solid structure as well as high safety standards in terms of blade location should the hydraulic system fail.
DESCRIPTION OF THE INVENTION
The invention is based on the remit, in the case of a surface drive for watercraft, of integrating an automatically or self-inhibiting adjustment mechanism for a variable-pitch propeller with an travel measuring unit in order to prevent any uncontrolled change in propeller pitch or trimming thereof in the case of a sudden failure of the operating cylinder's hydraulics and to improve the shaft housing and the flaps fitted to the side of it such that they assume hydrodynamic buoyancy and water spray channeling characteristics and enhance the maneuverability of the given watercraft. Furthermore, in the case of pivoting surface drives, the engine exhaust is supposed to directly drive the propeller blades in all pivot positions.
The invention is considered to have achieved this by way of the features set out in the initial claim.
The core of the invention is that the automatically or self-inhibiting adjustment mechanism for the variable-pitch propeller is integrated in an attachment-like container on the shaft housing, that the engine exhaust duct for propeller ventilation is accommodated on the shaft housing, that the shaft housing can generate defined buoyancy components and that flaps located to the side of the shaft housing serve as an extension to the floor of the craft, as a propeller tunnel and as flow deflectors in reverse travel mode and for the side opening and closing of a transverse beam rudder tunnel in the case of transverse beam rudders being fitted to the side of it.
Further advantageous features of the invention can be derived from the sub-claims.
BRIEF DESCRIPTION OF DRAWINGS
In the following, examples of applications of the invention are described in greater detail on the basis of the drawings mentioned. The same elements in the various drawings are given the same reference code.
The drawings comprise:
FIG. 1 a schematic, side cross-section through a ship's drive, specifically of a surface drive with integral exhaust ducting that pivots in all directions and is equipped with a double joint system, which is connected to a drive engine, the outline of which has been roughly sketched in, and at the opposite end of the ship's drive powers a variable-pitch propeller with an appropriate adjustment connection that is located in the ship's drive;
FIG. 2 a schematic, top view of a ship's drive and propeller with the pivot cylinder and the bogie for the pivot facility;
FIG. 3 a schematic cross-section through the adjuster with the propeller shaft duct and with a travel measuring unit fitted to the adjustment thread or operating adjustment facility or controlling gear wheel;
FIG. 4 a schematic, rear-view cross-section through the ship's drive with flange-fitted, hydrodynamic buoyancy areas a) for the port side, b) for the starboard and c) for the single drive;
FIG. 5 a schematic, side cross-section through a ship's drive that is located in an additional stern unit, which is connected to the watercraft's stern via elastic vibration and/or damping facilities and the pivot cylinder for trimming purposes is fitted to the supplementary stern unit;
FIG. 6 a schematic, side cross-section through a ship's drive that is located in an additional stern unit, whereby, during a reverse maneuver, engine exhaust and cooling water extraction occurs via side openings in the drive housing and/or between the watercraft's rear section and the supplementary stern unit;
FIG. 7 a schematic visualization of the flap system in a lowered and raised state;
FIG. 8 a three-quarter view of an additional stern unit with integral transverse beam rudder and a flap system for closing the transverse beam rudder tunnel duct when not in use;
FIG. 9 a schematic, rear-view cross-section through the tunnel flap system;
FIG. 9
a a schematic top view of the tunnel flap system
FIG. 10 a schematic, rear-view cross-section through the control flap system;
FIG. 10
a a schematic top view of the control flap system;
FIG. 11 a schematic, side cross-section through a lockable operating cylinder with integral travel measuring unit
Only such key elements as are required for the immediate understanding of the invention are shown.
Path Towards Application of the Invention
FIG. 1 shows a schematic, side cross-section through a ship's drive, specifically surface drive 1, comprising shaft housing 2 and container 3 in which part of adjuster 4 for activation of propeller adjustment mechanism 5 is located. Container 3 is an easily opened, service-friendly element that is fully watertight when closed and permanently connected to shaft housing 2. It is designed to provide optimum streamlining such that engine exhaust and coolant extraction A can occur in an unimpeded manner via duct 6 of the duct housing 6a. Engine exhaust and coolant extraction A occurs from engine 8 into duct 6 in the case of pivoting surface drive 2 with corresponding bending space reserves or via a flexible coupling (not shown) and via exhaust manifold 7. Pivot cylinders 9a, 9b for articulating surface drive 1 are fitted to upper mounting 10 and side mounting 11, on one side, and to mountings 13a, 13b on the watercraft's stern 12 on the other side. Pivot cylinder 9a is used to trim surface drive 1 and permits above all the relevant variation of the propeller diameter via the immersion depth adjustment of propeller blades 17a in the water.
The engine drive output is fed either directly to propeller shaft 15 via gear 14 or to propeller 17 via a second drive shaft 16. Propeller shaft 15 is mounted in shaft housing 2—not shown—and the thrust forces generated by propeller 17 are passed on to axial bearing package 18 and fed to shaft housing 2.
The thrust forces of propeller 17 are fed into housing 22 via bearing pins 29 and pivot pin 30, as shown in FIG. 2, and passed on to the watercraft's stern 12 via elastic damping elements 46.
Drive shaft 16 is equipped with a length compensation element 19 as well as with a second cardan or homo-kinetic joint 21 and serves the purpose of further vibration damping of the drive as well as of greater positioning freedom and/or softer bearing of engine 8.
Moreover, shaft housing 2 is equipped with propeller protection 23 as well as hydrodynamic buoyancy area 24 such that the latter functions like a trim valve when the watercraft starts up and helps the bow of a craft starting up in this way to lower as quickly as possible in order to ultimately bring the craft into a shallow and favorable angle of travel. Surface propellers are known for the spray they cause and propeller cover 25 is planned to be fitted to duct housing 6a in order to effectively reduce the spraying away of the water. The cover can take the form of an arch-shaped tunnel or a simple T shape or a similar shape. In the event that duct housing 6a is made of a synthetic material, propeller housing 25 can also be fitted directly to container 3 via flange element 25a or can be an integral component in the form of cover 55 of side flap 50.
In order to improve the harbor maneuverability of a watercraft with surface drive 1, engine exhaust and cooling water extraction A is redirected when the craft reverses through side duct 26 via reversing flap 27, which is activated automatically and jointly via operating adjustment facility 31 when the control lever for the reverse gear or blade pitch for reverse thrust is operated.
FIG. 2 shows a schematic, top view of surface drive 1, duct housing 6a and propeller 17 and propeller cover 25 as well as of pivot cylinder 9a for trimming and pivot cylinder 9b for steering the watercraft via the horizontal movement of surface drive 1. Pivot and hoist frame 28 in housing 22 is used for this purpose. Bearing pins 29 are intended to trim surface drive 1 and pick up the thrust it generates while pivot pin 30 is used for side pivoting purposes and to pick up the thrust from surface drive 1. The first cardan or homo-kinetic joint 20 is located centrally to pivot and hoist frame 28 and its bearing pins 29 and pivot pins 30 that are accommodated in housing 22 and are used for the low-friction pivoting of surface drive 1.
FIG. 3 shows a schematic cross-section through adjuster 4 integrated in shaft housing 2. Operating adjustment unit 31, which can take the form of a hydraulic or electric engine or a linear drive with a rack or similar activated via an angle gear, drives gear wheel 33 that is connected to eccentric 35 via shaft 34, such that the distance between eccentric 35 and travel measuring facility 36 fitted to it can be logged electrically via the height change in the revolution of the eccentric. The travel measuring facility can take the form of, for instance, an inductive measurement sensor, a laser facility, Hall generator or similar.
Gear wheel 33 drives adjustment gear wheel 37, which is connected to self-inhibiting adjustment thread 38, at the end of which adjustment axial bearing 39 is located and which directs the standing axial forces to the pivoting axial forces that are picked up by axial housing 40, thus assuring the mechanical link to adjustment mechanism 5 of variable-pitch propeller 17 via connection elements. Parts 37, 38 and 39 have a core duct such that propeller shaft 15 can pivot without contact or in an appropriately supported manner. Gear wheel 33 is to be axially supported without any play if possible, while adjustment gear wheel 37 together with self-inhibiting thread 38 and adjustment axial bearing 39 as well as axial housing 40 and connection element 41 move axially as indicated by the arrows. Furthermore, adjustment thread 38 is fitted with measurement cone 42, which also has a core duct taking the form of a measurement ramp in order to enable the adjustment value to be measured at this point and not at eccentric 35. Via the axial shift of adjustment gear wheel 37, travel measurement unit 36 can also be installed in shaft housing 2 to the side of adjustment gear wheel 37. The adjustment value measurement serves the purpose of the height increase identification of propeller blades 17a. All have in common with regard to the positioning of travel measurement units 36 that they are located to the side of propeller shaft 15. Container 3, in which parts of adjuster 4 are located, is also used for supply and withdrawal line 32 of operating adjustment unit 31 and as a duct for travel measurement cable 43 and/or as flange element 25a for mounting propeller cover 25.
The core of adjuster 4 is the setting of propeller blades 17a and the automatic inhibiting or self-inhibiting of adjuster 4. In addition to self-inhibiting adjustment thread 38, this can also occur via a worm gear or via a locking facility, triggered by an electric signal, by way of side lock insert 49 such as a cog bolt inserted into gear wheel 33 or by way of a lock as shown in FIG. 9, which works mechanically as soon as the adjustment process has been completed and is termed an automatic lock.
FIG. 4 shows a schematic, rear-view cross-section through shaft housing 2 with various flange-mounted, hydrodynamic buoyancy areas 24 such that, with one and the same shaft housing design, this can be completed a) for port, b) for starboard and c) for a single drive via the hydrodynamic buoyancy areas. The areas can thus be configured quickly and inexpensively for the various watercraft types and uses, i.e. with slimmer or broader areas, shorter or longer versions. Hydraulic buoyancy area 24 enables the watercraft to remain more stable in rough water as well as reduce bow rise when the craft accelerates from a standing position.
FIG. 5 shows a schematic, side cross-section through surface drive 1 that is located in additional stern unit 44, which is connected to the watercraft's stern 12 via elastic vibration and damping facilities 45, whereby pivot cylinder trimming 9a and pivot cylinder steering 9b (not shown) are fitted to supplementary stern unit 44. Via the installation of the entire surface drive 1 in additional stern unit 44, the practical isolation of the mechanical vibrations impacting on the watercraft between the watercraft's stern 12 and supplementary stern unit 44 is achieved by way of vibration and damping facilities 45, particularly if use is made of a second joint 21 and corresponding drive shaft 16, such that engine 8 can be supported in an appropriately comfortable manner. Any movement of drive shaft 16 that may occur can be cushioned via an appropriate seal element 47 such as a shock absorber and a standard shaft seal.
FIG. 6 shows a schematic, side cross-section through surface drive 1 that is located in additional stern unit 44, whereby, during reverse maneuvers, engine exhaust and coolant extraction A occurs through side openings 26 in duct housing 6a via reversing flap 27 that is adjustable thanks to operating adjustment facility 31 and/or such that engine exhaust and coolant extraction A occurs between the watercraft's stern 12 and supplementary stern unit 44 by way of outlet duct 48.
As a result, the propeller is not blown on during reverse travel. Reversing flap 27 is connected via the propeller reversing unit coupling (not shown) or reversing gear. Outlet duct 48 can also be of use for normal travel as it ventilates the underwater part of additional stern unit 44, thereby reducing its frictional resistance in the water. Moreover, the Venturi effect can also be achieved in this way, thus helping to make the extraction of engine exhaust more effective.
FIG. 7 shows a schematic visualization of side flap 50 with cover 55 in a flat and hence travel and resting position as well as in the raised position R used for reversing. As an individual element to the left or right of surface drive 1 or as a one-part element with an appropriate opening or covering of shaft housing 2, the valve can be mounted directly on shaft housing 2 or on the watercraft's stern 12 or on supplementary stern unit 44 via pivoting elements 51 and acts as an additional hydrodynamic buoyancy element, as a water spray guard due to the water swirled up by propeller blades 17a when they emerge from the water and as a propeller thrust flow deflector located underneath the watercraft when the vessel reverses. Operation of side flap 50 occurs via hoist mechanism 52 that is fitted to shaft housing 2, housing 22, the watercraft's stern 12 or supplementary stern unit 44 via link unit 53a and to flap bracket 53.
Hoist activation of side flap 50 occurs via the coupling to the propeller reverse control (not shown) or to the reverse gear by way of the reverse lever located on the helm controls.
If side flap 50 is mounted directly on shaft housing 2, it moves too when surface drive 1 is trimmed or steered.
FIG. 8 shows a schematic, three-quarter view of additional stern unit 44 with transverse beam rudder tunnel 77 and side flap 50, which is equipped with cover 54 and tunnel flap component 50a. Tunnel flap component 50a prevents the water from flowing through transverse beam rudder tunnel 77 during travel and protects the transverse beam rudder propeller from any spray caused by propeller blades 17a. When activating the transverse beam rudder located in transverse beam rudder tunnel 77, side flap 50 is raised and permits the through-flow of the transverse beam rudder tunnel.
FIG. 9 shows a schematic, rear-view cross-section through a one-part side flap 50, which is equipped with tunnel-shaped cover 55 as a water spray guard and cover 54 of shaft housing 2 as a connection to pivot elements 51. Furthermore, a possible position of flap bracket 53 is indicated.
It is understandable that cover 54 can also be released via an appropriate recess. In addition, the cover of the transverse beam tunnel is shown by way of transverse valve component 50a.
FIG. 9
a shows a schematic, top view of one-part side flap 50 with cover 54 of shaft housing 2 and tunnel-shaped cover 55, valve bracket 53 and pivot elements 51, as well as transverse flap component 50a.
FIG. 10 shows a schematic, rear-view cross-section through the two-part version of side flap 50, which is equipped with side cover 56 as a water spray guard, whereby the upper water spray cover can be replaced by propeller cover 25 and take the form, for instance, of a simple T or arch shape through to side cover 56.
FIG. 10
a shows a schematic, top view of two-part side flap 50 with side cover 56, flap bracket 53 and pivot elements 51.
FIG. 11 shows a schematic, side cross-section through operating cylinder 57, which in functionality terms can be transferred for pivot cylinders 9a, 9b, operating adjustment facility 31 and operating hoist facility 52. The operating cylinder encompasses cylinder 57a, locking facility 57b and travel measurement facility 36. Cylinder 57a encompasses at least fluid cylinder housing 58, reciprocating piston 59 and piston rod 60.
Fluid cylinder housing 58 contains reciprocating piston 59 with hollow-bore, anti-twist piston rod 60 and inset spindle nut 61. Locking mechanism 57b encompasses at least hollow-bore piston rod 60, spindle nut 61, wheel 62, spindle 63, locking chuck 65, anti-twist element 66, disengagement component 67 and spring 68. Mounted on fluid cylinder housing 58 is module unit Z, in which axial-secured, freely pivoting wheel 62 is located, to one side of which spindle 63 is fitted, which fits into spindle nut 61 and projects into piston rod 60 practically for the length of stroke of reciprocating piston 59. Mounted on the other side of wheel 62 is wedge-shaped toothed shaft 64, which projects into locking chuck 65 and feeds into module unit Y. Fitted opposite to locking chuck 65 is disengagement component 67 that is prevented from twisting by anti-twist elements 66 and is pressed against locking chuck 65 by means of spring 68. Mounting element 69 completes operating cylinder 57. Located radially to wheel 62, which has an eccentric shape, on the lines of a cam shaft, is travel measurement facility 36. In the case of a required stroke movement of reciprocating piston 59, a pressure medium is to be inserted in chamber 71 via inlet opening 70 and, at the same time, a pressure medium is to be fed into lock chamber 73 via disengagement opening 72, which presses disengagement component 67 against spring 68 and, in so doing, moves axially, thus releasing the connection to locking chuck 65. In this way, reciprocating piston 59 and piston rod 60 can move axially, which causes spindle 63 inserted into spindle nut 61 to rotate, whereby locking chuck 65 rotates freely via wedge-shaped toothed shaft 64. Wheel 62 also rotates free of any axial play, which due to its eccentric shape causes a measurement change to be displayed by travel measurement facility 36, which is forwarded to the electronic system or display unit. At the same time as the stroke movement of reciprocating piston 59, pressure is released from counter chamber 74 via outlet opening 75. At the required stop position, logged via the signal from travel measurement facility 36, which drives the travel valves via controller 76 (not shown), the pressure medium in chamber 71 is stopped and the pressure in locking chamber 73 released, which causes an axial reversal of anti-twist-secured disengagement component 67 due to the tension release of spring 68. The mechanical connection between disengagement component 67 and locking chuck 65 prevents spindle 63 from pivoting further, thus completely locking reciprocating piston 59 via spindle nut 61. The contact areas of disengagement component 67 and of locking chuck 65 located opposite to it can, for instance, be of a sinter or toothed nature and can be flat or conical.
Operating cylinder 57 also permits disengagement for safety reasons, e.g. in the event that surface drive 1 touches the ground, makes excessively hard contact with it and possibly overloads propeller protection 23. As it is, piston rod 60 of pivoting cylinder 9a can be disengaged mechanically almost immediately, thus avoiding serious damage to surface drive 1 via the ratchet-like nature of the connecting areas of disengagement component 67 and locking chuck 65. Appropriate setting of the spring rate permits the emergency retraction of piston 60 as overload protection despite the lock being in place.
The invention is, of course, not restricted to the applications shown and described alone.
Patent Claims
Drive for Watercraft
- 1. Surface drive (1), which is fitted to the stern of a watercraft with a shaft housing (2) and a propeller shaft running through it mounted at the end of which is at least one propeller, characterized by the fact that fitted to shaft housing component (2) is a container (3), in which part of the self-inhibiting or automatically inhibiting adjuster (4) for blade adjustment (17a) is located and/or on the lower part of the shaft housing (2) a hydrodynamic buoyancy area (24) and/or to the side of which at least one side flap (50) and/or to which a propeller ventilation unit via the duct housing (6a) and/or an operating cylinder (57) is mounted.
- 2. Surface drive (1) as per claim 1 is characterized by the fact that the self-inhibiting feature is a thread or worm gear.
- 3. Surface drive (1) as per claim 1, characterized by the fact that the automatic inhibiting feature is a locking facility (57b) that has a mechanical locking effect as soon as the required blade setting has been concluded.
- 4. Surface drive (1) as per claim 1, characterized by the fact that the adjuster (4) is equipped with an integral operating adjustment facility (31) and a travel measurement facility (36).
- 5. Surface drive (1) as per claim 1, characterized by the fact that the adjuster (4) is located between a joint (20) of the drive shaft (16) and the propeller (17).
- 6. Surface drive (1) as per claim 1, characterized by the fact that the adjuster (4) is equipped with a duct for the propeller shaft (15).
- 7. Surface drive (1) as per claim, characterized by the fact that the operating adjustment facility (31) is a fluid or electric rotational engine or a linear drive.
- 8. Surface drive (1) as per claim 1, characterized by the fact that the shaft housing (2) is equipped with an impact guard (23).
- 9. Surface drive (1) as per claim 1, characterized by the fact that the shaft housing (2) or the duct housing (6a) or the container (3) is equipped with a propeller cover (25).
- 10. Surface drive (1) as per claim 1, characterized by the fact that a side flap (50) located to the side of shaft housing (2) together with the shaft housing (2) forms an additional watercraft floor unit.
- 11. Surface drive (1) as per claim 10, characterized by the fact that the side flap (50) pivots with the surface drive (1).
- 12. Surface drive (1) as per claim 10, characterized by the fact that the side flap (50) is equipped with a cover (55) or side cover (56).
- 13. Surface drive (1) as per claim 10, characterized by the fact that the side flap (50) is used for the purpose of covering the transverse beam tunnel (77) by way of the tunnel flap component (78).
- 14. Surface drive (1) as per claim 10, characterized by the fact that the side flap (50) in a lowered position serves additionally as a pitching and heeling damper.
- 15. Surface drive (1) as per claim 10, characterized by the fact that the side flap (50) rises by angle R in reverse travel mode to act as a flow deflector and direct propeller thrust S under the craft in a flow-enhancing manner.
- 16. Surface drive (1) as per claim 10, characterized by the fact that the variable-pitch propeller or gear reverse lever on the helm controls is coupled with the hoist facility (52), enabling the side flap (50) to be raised in reverse travel mode.
- 17. Surface drive (1) as per claim 10, characterized by the fact that the operation of the transverse beam rudder is coupled with a hoist operating facility (52) and the side flap (50) can be raised together with the tunnel flap component (78) fitted to it.
- 18. Surface drive (1) as per claim 1, characterized by the fact that the variable-pitch propeller or gear reverse lever on the helm controls is coupled with the operating adjustment facility (31) of the reversing flap (27) and the reversing flap (27) can be pivoted in reverse travel mode such that engine exhaust and cooling water extraction A occurs via a side duct (26).
- 19. Surface drive (1) as per claim 18, characterized by the fact that engine exhaust and cooling water extraction A occurs via an outlet duct (48), which is located between the watercraft's stern (12) and the supplementary stern unit (44).
- 20. Surface drive (1) as per claim 19, is characterized by the fact that the outlet duct (48) leads to a ventilation of the supplementary stern unit (44).
- 21. Surface drive (1) as per claim 1, is characterized by the fact that the shaft housing (2) picks up the thrust forces of the propeller shaft (15) via an axial bearing package (18) and transfers them to the housing (22) equipped with a damping element (46) via external bearing pins (29) and/or pivot pin (30).
- 22. Surface drive (1) as per claim 21, characterized by the fact that the housing (22) is supported by the supplementary stern unit (44).
- 23. Surface drive (1) as per claim 5, characterized by the fact that the surface drive (1) behind the first joint (20) is equipped with an additional, second joint (21) connected to the engine (8) or gear (15) on the drive shaft (16), which has a length compensation element (19).
- 24. Surface drive (1) as per claim 1, characterized by the fact that the shaft housing (2) can be pivoted vertically or horizontally via pivot cylinders (9a, 9b), whereby at least one of the latter acts as an operating cylinder (57).
- 25. Surface drive (1) as per claim 22, characterized by the fact that at least one operating cylinder (57) that is supported on the supplementary stern unit (44) is located on shaft housing (2).
- 26. Surface drive (1) as per claim 25, characterized by the fact that the operating cylinder (57) is equipped with a cylinder (57a), a locking facility (57b) and a travel measurement facility (36) and operates via a controller (76).
- 27. Surface drive (1) as per claim 24, characterized by the fact the operating cylinder acts as an overload cylinder and is equipped with at least one cylinder (57a) and a locking facility (57b), whereby the disengagement component (67) and locking chuck (65) have a ratchet-like profile.
Résumé
The invention takes the form of a surface drive (1) for a watercraft, which is equipped with a self-inhibiting or lockable adjuster (4) in the shaft housing (2) together with a co-articulating duct housing (6a) permanently connected to the shaft housing (2) for engine exhaust and cooling extraction (A) in front of the propeller (17), a hydrodynamic buoyancy area (24) and side flaps (50) and at least one lockable operating cylinder (57).
(FIG. 1)
Patent Application
20080261468
